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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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    <item>
      <title>"BLACK SEAL" AND ITS USE FOR FINISHING OR RESTORATION ASPHALTIC SURFACES</title>
      <link>https://trid.trb.org/View/26063</link>
      <description><![CDATA[The construction of bituminous road surfaces presents many complications. Causes producing defective surface textures in pavements are specified and the use of coatings of the "black seal" type to obtain a better appearance, sometimes increasing the durability of asphaltic concrete covers is suggested. Data are presented on experiments with a special type of Black Seal on two roads of Santiago de Chile; one of them presented little surface cracking after approximately ten years of use, while the other, used for more than 25 years, had surface cracks besides some deep ones and holes, which were previously repaired.  /TRRL/]]></description>
      <pubDate>Tue, 30 Sep 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26063</guid>
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    <item>
      <title>QUALITY TESTS OF AN ASPHALT WITHOUT FILLER OF A SPECIAL TYPE FOR THE SEALING OF CONCRETE PAVEMENT JOINTS</title>
      <link>https://trid.trb.org/View/26064</link>
      <description><![CDATA[Experience shows that from the technical and the economical standpoint the development of optimum products to seal concrete pavement joints has not been satisfactorily solved. A great many contributions on the subject presented from 1948 to 1969 to the meetings of the Permanent Commission of Asphalt are a clear proof of this. It is not easy to find products, including asphalt mixtures, meeting fully the special standards required by seals for concrete pavement joints. A product without filler may be a better option for sealing, as it would solve the problems inherent to filler addition; a special asphalt type produced by ypf was tested in the laboratory for it use. Test results and conclusions are stated.  /TRRL/]]></description>
      <pubDate>Tue, 30 Sep 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26064</guid>
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    <item>
      <title>NEW TRENDS IN SPECIFICATIONS AND THEIR APPLICATION TO ASPHALTS PROCESSED IN THE COUNTRY</title>
      <link>https://trid.trb.org/View/26065</link>
      <description><![CDATA[Current specifications for paving asphalts in force in European countries, and in the principal states and specialised institutions of USA are reviewed.  New trends for the classification according to their viscosity at different temperatures are evaluated, taking into consideration that measurements provide a uniform system for evaluating changes in asphalt properties before and after laboratory ageing.  The temperature range used for determination is from 4 to 135 degrees C. Locally produced paving asphalts were tested according to the new specifications.  The data allow comparison between the current IRAM penetration system for the classification of asphalts, and the new tendency by viscosity.  A comparison is included of limiting test values for the remaining tests in current specifications.  /TRRL/]]></description>
      <pubDate>Tue, 30 Sep 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26065</guid>
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    <item>
      <title>IN SITU VERFICATION OF SPECIFICATIONS PROPOSED BY VIALIDAD NACIONAL FOR CALCAREOUS SOIL-SAND-BITUMEN PAVING MIXTURES</title>
      <link>https://trid.trb.org/View/26066</link>
      <description><![CDATA[Control problems in bitumen-sand-calcareous soil mixtures for pavements are studied for a large number of materials, following the approach used in a previous publication by Ruiz and coworkers. An in-situ verification is made by means of the proposed specifications, which apply a statistical criterion to the thickness, compaction, and mechanical properties of the mixture, using the whole set of values obtained in laboratory tests and from road samples. As to the thickness, an exponential increase in penalty is used instead of a rejection criterion when predetermined minimum thicknesses are not attained. Different grades are types of compaction, and the test temperatures for them were studied in the laboratory.  /TRRL/]]></description>
      <pubDate>Tue, 30 Sep 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26066</guid>
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    <item>
      <title>COLD BITUMINOUS MIXTURES IN THE PROVINCE OF TUCUMAM</title>
      <link>https://trid.trb.org/View/26055</link>
      <description><![CDATA[Until ten years ago cold bituminous mixtures with asphaltic emulsion binder were widely used in Argentina.  Their use declined and they were replaced by hot mixtures for primary works and the repaving of the main highways for heavy traffic, and also where humid climate restricts the use of cold mixtures.  Recently, however the need was felt to return to cold mixtures with asphaltic emulsion binder for highways carrying an average volume of traffic and for roads where the time schedule for use is not stringent.  From the technical viewpoint heavy traffic does not exclude the use of cold mixtures, but sometimes makes it impossible to ensure effective curing.  The structure studied is the section Ampimpa to Quilmes of provincial highway 307 of Tucuman.  It was surfaced with a five-centimeter layer, using a slow setting cationic asphalt emulsion binder, on an existing granular base profiled and compacted anew.  The area has a dry climate and annual precipitations are scarce, presenting ideal conditions to obtain good results.  Local stone aggregates were used, screening to remove sizes greater than 3/4".  Between 7 and 12% of the natural stone aggregate was under 200 mesh size, allowing to avoid filler addition to the mixture.  In a one-kilometer sector slow setting anionic asphalt emulsion was used for future control.  A volumetric mix plant, without granulometric control was used; spreading was carried out with a self-propelled mechanical finisher.  Some special measures were taken for the curing period before intensive rolling, which took place first without flattening, and afterwards with pneumatic cylinder kneading.  The structure being of recent construction it is impossible to draw any conclusion as yet, but current appearance is very good.  Reduced costs as compared with hot mix has awakened interest in this province for further use of this type of mixture.  For the covering abstract of the conference, see IRRD Abstract No. 207931.  /TRRL/]]></description>
      <pubDate>Thu, 24 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26055</guid>
    </item>
    <item>
      <title>PERFORMANCE OF WEARING COURSES OF THE IN-SITU MIXING TYPE</title>
      <link>https://trid.trb.org/View/26056</link>
      <description><![CDATA[A high percentage of the highway network depending from the Provincial Highway Bureau of Mendoza uses an asphaltic layer of the in-situ mixing type for wearing courses.  The results are highly satisfactory, and the economical advantages resulting from its use have determined its application on highly traffic roads.  Some failures led to an investigation to limit application ranges, and a re-examination of current specifications for this type of work.  Paved sections showing satisfactory results with ages comprised between 1 and 8 years were analyzed, comparing them with some others where results were not as expected.  The data show the convenience of reducing asphalt contents with traffic increase, and at the same time the possibility of increasing percentages of aggregates finer than no 200 mesh, verification that extends the range of useful materials.  At the same time, it was determined that bitumen performance in the mixture is not identical to that in conventional asphaltic mixtures, as very low asphalt content shows satisfactory performance.  In a general way, but specially in these cases, priming has a fundamental importance, and its maintainence insured good pavement conditions for years. For the covering abstract of the conference, see IRRD Abstract No. 207931.  /TRRL/]]></description>
      <pubDate>Thu, 24 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26056</guid>
    </item>
    <item>
      <title>ASPHALT CEMENTS: VARIATION IN THE RESULTS OF THE PENETRATION TEST WITH AGE</title>
      <link>https://trid.trb.org/View/26057</link>
      <description><![CDATA[Samples of asphalt cements were analyzed immediately after the mix was prepared.  When the bituminous mixture was laid samples were taken at different times and in the bitumen recovery from solution by Abson method the penetration test was made.  Decrease in penetration values with age was observed for the covering abstract of the conference, see IRRD Abstract No. 207931.  /TRRL/]]></description>
      <pubDate>Tue, 15 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26057</guid>
    </item>
    <item>
      <title>EVALUATION OF THE PHYSICAL AND MECHANICAL PROPERTIES OF ASPHALTIC MIXTURES BY MEANS OF TRIAXIAL TESTS</title>
      <link>https://trid.trb.org/View/26058</link>
      <description><![CDATA[An analysis is made of different methods of compacting asphaltic mixtures for sample production in a height-to- diameter 2:1 ratio, with a view to comparing results and analyzing density uniformity among the samples.  Hveem type dyanmic compaction with kneading is adopted.  The experimental device constructed for triaxial testing is described; it features a heat stabilized chamber to test samples up to 15 cm in diameter using lateral pressures up to 28 kg/sq. cm.  The properties of high quality asphaltic mixtures are determined, for four combinations of coarse and fine aggregates, of the all-round or the all-crushed type (crushed coarse, crushed fine; crushed coarse, round fine; round coarse, round fine; round coarse, crushed fine).  For the covering abstract of the conference, see IRRD Abstract No. 207931.  /TRRL/]]></description>
      <pubDate>Tue, 15 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26058</guid>
    </item>
    <item>
      <title>ABRASION TESTS ON SAMPLES OF ASPHALTIC SLURRY SEAL</title>
      <link>https://trid.trb.org/View/26059</link>
      <description><![CDATA[For optimum results with asphaltic slurries, abrasion tests on samples of thickness and material identical to those to be used should be carried out, as additional tests on aggregates and binders.  The aim of this paper is to show differences in results obtained with Young's method of humid abrasion using identical aggregates and different slow setting asphaltic emulsions; the influence of variations in the quantity of Portland cement and the different asphalt contents was studied.  To control bitumen aggregate ratios use was made of the Soxhlet method with carbon tetrachloride for the determination of asphalt percentages in mixtures. For the covering abstract of the conference, see IRRD Abstract No. 207931.  /TRRL/]]></description>
      <pubDate>Tue, 15 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26059</guid>
    </item>
    <item>
      <title>REFLEX CRACKING IN ASPHALT COURSES</title>
      <link>https://trid.trb.org/View/26060</link>
      <description><![CDATA[This type of local cracking received its name because it occurs in every discontinuity of a generally rigid base concrete, cemented granular mixture etc.  Its importance is emphasized because of the number of bituminous pavements laid on existing older pavements.  This paper shows the inconveniences produced by these types of surface failure; among their causes, special importance is assigned to horizontal contractor of the base in response to temperature changes; the stresses are transferred to the bituminous layer because of adhesion, subjecting it to periodic critical stretching.  A theoretical study is made of the rheological behavior of asphaltic mixtures and binders for varied temperature states and loading times, relating them to the above mentioned stresses and analyzing deformation distribution in the thickness of an elastic plate subjected to stress from its lower part.  Samples are subjected to transverse compression tests during which strains and their corresponding deformations, introducing changes in standard concretes steel reinforcement included are recorded and their effect assessed.  Adherence tests between concrete and an asphaltic granular base were also carried out, under different contact area conditions.  The results were used for a quantitative evaluation and to assess the importance of the concurrent causes.  Conclusions on the prevention or alleviation of this type of cracking and on its effect on road efficiency are stated; the author suggests a broad economical and technical revision to select the best design for rigid pavement reconstruction.  For the covering abstract of the conference, see IRRD Abstract No. 207931.  /TRRL/]]></description>
      <pubDate>Tue, 15 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26060</guid>
    </item>
    <item>
      <title>THE SPECIFIC GRAVITY OF AGGREGATES AND ITS USE TO COMPUTE VOIDS IN ASPHALTIC MIXTURES</title>
      <link>https://trid.trb.org/View/26061</link>
      <description><![CDATA[Important errors which are frequently made in the determination of the voids content in asphaltic mixtures can influence the computation of the optimum binder content. The errors derive from different factors, for instance, type of specific gravity adopted, separation of the aggregates into several fractions, and kind of liquid used for the determination of the specific gravity.  A detailed study of the common procedures for the calculation of specific gravity, and of the usual standards, show the inconvenience of using water as the immersion medium; a liquid more similar in character to bitumen at mixing temperature is more satisfactory.  Details are given of a method for the determination of specific gravity of aggregate mixtures (including filler) using a picnometer and paraffin oil as immersion medium.  The repeatability of the method is greater than 0,0003 unit of specific gravity. For the covering abstract of the conference, see IRRD Abstract No. 207931.  /TRRL/]]></description>
      <pubDate>Tue, 15 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26061</guid>
    </item>
    <item>
      <title>COLD ASPHALT CONCRETES FOR URBAN ROADS</title>
      <link>https://trid.trb.org/View/26062</link>
      <description><![CDATA[Several examples are quoted of pavement construction works in different towns, using bituminous mixtures of the "concrete type containing anionic asphalt emulsions. Planning begins with laboratory research for determining the material grade, optimum mixture composition and material characteristics by studying their performance under several tests.  Laboratory procedures and laying are examined and recommednations based on the experience obtained in the construction of more than ten works in the province of Buenos Aires and La Pampa, some of them more than 15 years old are presented.  Information on equipment, personnel, content, prices, and observed performance is appended.  For the covering abstract of the conference.  See IRRD Abstract No. 207931.  /TRRL/]]></description>
      <pubDate>Tue, 15 Jul 1975 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/26062</guid>
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